DE3424433A1 - AIR INTAKE SYSTEM OF A MULTI-CYLINDER INTERNAL COMBUSTION ENGINE - Google Patents

AIR INTAKE SYSTEM OF A MULTI-CYLINDER INTERNAL COMBUSTION ENGINE

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Publication number
DE3424433A1
DE3424433A1 DE19843424433 DE3424433A DE3424433A1 DE 3424433 A1 DE3424433 A1 DE 3424433A1 DE 19843424433 DE19843424433 DE 19843424433 DE 3424433 A DE3424433 A DE 3424433A DE 3424433 A1 DE3424433 A1 DE 3424433A1
Authority
DE
Germany
Prior art keywords
intake system
air intake
resonance
connecting pipe
pipe
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
DE19843424433
Other languages
German (de)
Inventor
Erwin Dipl.-Ing. 7506 Bad Herrenalb Rutschmann
Ludwig Dr.-Ing. 7030 Böblingen Theilemann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Dr Ing HCF Porsche AG
Original Assignee
Dr Ing HCF Porsche AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Dr Ing HCF Porsche AG filed Critical Dr Ing HCF Porsche AG
Priority to DE19843424433 priority Critical patent/DE3424433A1/en
Priority to EP85106780A priority patent/EP0167794B1/en
Priority to DE8585106780T priority patent/DE3564466D1/en
Priority to US06/751,511 priority patent/US4622926A/en
Priority to JP60144877A priority patent/JPH0830417B2/en
Publication of DE3424433A1 publication Critical patent/DE3424433A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0247—Plenum chambers; Resonance chambers or resonance pipes
    • F02B27/0252—Multiple plenum chambers or plenum chambers having inner separation walls, e.g. comprising valves for the same group of cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
    • F02B27/021—Resonance charging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0242—Fluid communication passages between intake ducts, runners or chambers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1824—Number of cylinders six
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0268—Valves
    • F02B27/0273—Flap valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Description

Y 67Y 67

Luftansauganlage einer Mehrzylinder-BrennkraftmaschineAir intake system of a multi-cylinder internal combustion engine

Die Erfindung betrifft eine Luftansauganlage einer Mehrzylinder-Brennkraftmaschine nach dem Oberbegriff des Anspruchs 1.The invention relates to an air intake system of a multi-cylinder internal combustion engine according to the preamble of claim 1.

Ein solches, in P 34 08 899.7 beschriebenes gasdymamisches Schwingsystem weist eine bestimmte Eigenschwingungszahl auf, die durch die Volumina der Resonanzbehälter sowie durch den Querschnitt und die Länge des Verbindungsrohres festgelegt ist. Wenn diese Eigenschwingungszahl mit der Frequenz der diskontinuierlichen, instationären Saugströmung der Zylinder annähernd übereinstimmt, tritt Resonanz auf. Die von der Saugwirkung der Zylinder erregten Gasschwingungen werden verstärkt und bewirken einen Aufladeeffekt der Zylinder, der zu einem besseren Füllungsgrad und damit zu einer Steigerung des Drehmoments und der Leistung führt. Nachteilig ist hierbei, daß eine solche Luftansauganlage jeweils an das Zylinder-Hubvolumen und den gewünschten Drehmomentverlauf der Brennkraftmaschine angepaßt werden muß, wodurch sich eine Vielzahl von Größenausführungen ergibt.Such a gas-dynamic oscillation system described in P 34 08 899.7 has a certain natural oscillation number, which is determined by the volumes of the resonance container and by the cross-section and length of the connecting pipe is. If this natural oscillation number corresponds to the frequency of the discontinuous, unsteady suction flow of the cylinder approximately matches, resonance occurs. The gas vibrations excited by the suction of the cylinders are amplifies and cause a charging effect of the cylinder, which leads to a better degree of filling and thus to a Increase in torque and performance leads. The disadvantage here is that such an air intake system is connected to the Cylinder displacement and the desired torque curve of the internal combustion engine must be adapted, whereby a Variety of sizes results.

Es ist die Aufgabe der Erfindung, durch eine besondere Gestaltung einer derartigen Luftansauganlage sie für unterschiedliche Brennkraftmaschinen brauchbar zu machen und einen optimalen Drehmomentverlauf über der Drehzahl zu erzielen.It is the object of the invention to use a special design of such an air intake system for different To make internal combustion engines usable and to achieve an optimal torque curve over the speed.

Zur Lösung dieser Aufgabe dienen die kennzeichnenden Merkmale des Anspruchs 1. Wird der Durchflußquerschnitt von einem zum anderen Resonanzbehälter vergrößert, so steigt die Eigenschwingungszahl an; die Resonanzstelle und die Drehmomentüberhöhung kann in einen höheren Drehzahlbereich verlegt werden. Kontinuierlich läßt sich diese Vergrößerung nur sehr schwerThe characterizing features of claim 1 serve to solve this problem If the other resonance container is enlarged, the natural frequency increases; the resonance point and the torque increase can be relocated to a higher speed range. This enlargement is very difficult to achieve continuously

Y 67Y 67

bewerkstelligen, da der Verbindungsquerschnitt über die ganze Länge von dem einen zum anderen Resbnanzbehälter konstant sein muß, um die Schwingungsforin mit mittlerem Schwingungsknoten nicht nachteilig zu beeinflussen- Es werden deshalb nach Anspruch 2 ein oder mehrere Bypassrohre parallel zum Verbindungsrohr verlegt, deren Luftdurchtrittsflachen durch Drosselklappen oder Ventilkörper steuerbar sind.accomplish, since the connection cross-section over the entire length from one to the other Resbnanzbehälter be constant must, in order not to adversely affect the oscillation form with a medium oscillation node Claim 2 one or more bypass pipes laid parallel to the connecting pipe, the air passage areas of which through throttle valves or valve bodies are controllable.

Die Drosselklappen sind hierbei so angeordnet, daß bei deren öffnen oder Schließen neben der Veränderung des resonanzwirksamen Verbindungsquerschnittes auch das Gesamtvolumen der Luftsansauganlage verändert wird. Diese Maßnahme gestattet es auch, das sogenannte Leerlaufsägen bei Einspritzbrennkraftmaschinen zu vermindern, das durch periodische Drehzahlschwankungen der Brennkraftmaschine zustandekommt. Die Ursache hierfür ist, daß die tatsächlich vom Motor am Einlaßventil angesaugte Luftmenge im instationären Zustand nicht identisch ist mit der vom Luftmengenmesser der Einspritzanlage gemessenen Luftmenge. Denn infolge dynamischer Effekte wird die der angesaugten Luftmenge entsprechende Druckänderung im Saugrohr nur mit einer Phasenverschiebung in eine Änderung des Volumenstroms am Luftmengenmesser umgesetzt. Der Luftmengenmesser kann daher kein zeitlich richtig zugeordnetes Signal zur Bildung der gewünschten Gemischzusammensetzung liefern. Das ganze Ansaug- und Einspritzsystem wird instabil und schaukelt sich bei Leerlauf der Brennkraftmaschine zu erheblichen Drehzahlschwankungen auf, deren Amplitude um so größer ist, je größer das Verhältnis des Gesamtvolumens der Luftansauganlage zum Hubvolumen der Zylinder ist. Gemäß einer weiteren Ausgestaltung der Erfindung wird daher bei Leerlauf und im unteren Drehzahlbereich das Volumen der Luftansauganlage durch Abschalten des Verbindungsrohres und eines Bypassrohres auf ein Mindestmaß reduziert.The throttle valves are arranged in such a way that when they open or close, in addition to changing the resonance effect Connection cross-section also changes the total volume of the air intake system. This measure permitted it also to reduce the so-called idle sawing in injection internal combustion engines, which is caused by periodic Speed fluctuations of the internal combustion engine come about. The reason for this is that the actually from the engine on Intake valve sucked in air volume in the unsteady state is not identical to that of the air flow meter of the injection system measured air volume. Because as a result of dynamic effects, the pressure change corresponding to the amount of air sucked in in the intake manifold only converted into a change in the volume flow at the air flow meter with a phase shift. The air flow meter can therefore not have a correctly timed signal for the formation of the desired mixture composition deliver. The whole intake and injection system becomes unstable and wobbles when the internal combustion engine is idling significant fluctuations in speed, the amplitude of which is greater, the greater the ratio of the total volume of the Air intake system to the stroke volume of the cylinder is. According to a further embodiment of the invention, therefore, when idling and in the lower speed range the volume of the air intake system by switching off the connecting pipe and a bypass pipe reduced to a minimum.

Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und wird nachfolgend erläutert.An embodiment of the invention is shown in the drawing and is explained below.

Y 67Y 67

Aus einem Resonanzbehälter 1, einem Resonanzbehälter 2 und einem Verbindungsrohr 3 ist ein I-förmiges Verteilerstück gebildet; senkrecht an das Verbindungsrohr 3 ist ein Saugstutzen 5 angeschlossen, der eine Drosselklappe 6 enthält. Von den Resonanzbehältern 1 und 2 gehen je drei Saugrohre aus, die parallel zum Verbindungsrohr 3 liegen und sich von den Resonanzbehältern zu den Einlaßkanälen der beiden, aus je drei Zylindern bestehenden Zylindergruppen 9, 10 hin konisch verengen. Die eine Zylindergruppe 9 umfaßt die Zylinder Z1, Z2, Z3, die andere Zylindergruppe 10 die Zylinder Z4, Z5, Z6.From a resonance container 1, a resonance container 2 and a connecting pipe 3 is formed with an I-shaped manifold; perpendicular to the connecting pipe 3 is a suction nozzle 5, which contains a throttle valve 6. From each of the resonance tanks 1 and 2 there are three suction pipes from, which are parallel to the connecting pipe 3 and extend from the resonance tanks to the inlet channels of the two, cylinder groups 9, 10 each consisting of three cylinders narrow conically. One cylinder group 9 comprises the cylinders Z1, Z2, Z3, the other cylinder group 10 the cylinders Z4, Z5, Z6.

Die Abgase der beiden Zylindergruppen 9, 10 sind über Abgassammelrohre 11, 12 einer Abgasleitung 13 zugeführt und gelangen nach Durchströmen eines Vorschalldämpfers 14 und eines Hauptschalldämpfers 15 ins Freie. Der Saugstutzen 5 ist über eine Saugleitung 16 mit einem Luftfilter 17 verbunden, durch das hindurch die Luft aus der Atmosphäre angesaugt wird.The exhaust gases from the two cylinder groups 9, 10 are via exhaust manifolds 11, 12 are fed to an exhaust pipe 13 and, after flowing through a pre-silencer 14 and a Main silencer 15 to the outside. The suction nozzle 5 is connected to an air filter 17 via a suction line 16 through which the air is sucked in from the atmosphere.

Parallel zum Verbindungsrohr 3 ist zwischen den Resonanzbehältern 1 und 2 ein Bypassrohr 18 und ein Bypassrohr 19 verlegt. Das eine Bypassrohr 18 ist durch einen Saugstutzen 20, der eine Drosselklappe 21 enthält, an das Luftfilter 17 angeschlossen. Am anderen Bypassrohr 19 und am Verbindungsrohr sind Drosselklappen 22 und 23 bzw. 24 und 25 an den Einmündungj stellen zu den Resonanzbehältern 1 und 2 angeordnet. Die Luftzufuhr wird über die Drosselklappen der Saugstutzen, die mit Registersteuerung betätigt werden, geregelt.A bypass pipe 18 and a bypass pipe 19 are laid parallel to the connecting pipe 3 between the resonance tanks 1 and 2. One bypass pipe 18 is connected to the air filter 17 through a suction port 20 which contains a throttle valve 21. On the other bypass pipe 19 and on the connecting pipe there are throttle valves 22 and 23 or 24 and 25 at the junction j places to the resonance tanks 1 and 2 arranged. The air supply is via the throttle valves of the suction nozzle, which are connected to Register control are operated, regulated.

Bei Leerlauf und im unteren Drehzahlbereich der Brennkraftmaschine, bis zu einer Drehzahl von ca. 3500/min. sind die Drosselklappen 22, 23 sowie 24 und 25 geschlossen. Es wird deshalb lediglich über das Bypassrohr 18 Luft angesaugt, wobei nacheinander die Zylinder Z1, Z6, Z2, Z4, Z5, Z3 entsprechend ihrer Zündfolge über das ihnen zugeordnete SaugrohrWhen idling and in the lower speed range of the internal combustion engine, up to a speed of approx. 3500 / min. the throttle valves 22, 23 as well as 24 and 25 are closed. It will therefore air is only sucked in via the bypass pipe 18, the cylinders Z1, Z6, Z2, Z4, Z5, Z3 correspondingly one after the other their firing order via the intake manifold assigned to them

Y 67Y 67

Luft aus den Resonanzbehältern ansaugen. Hierbei ergibt sich eine annähernd diagonale Durchströmung des Verteilerstücks, die sich in den jeweiligen Saugrohren fortsetzt. Ab einer Drehzahl von ca. 3500/min. wird durch öffnen der Drosselklappe 6 im Saugstutzen 5 und der Drosselklappen 24, 25 das Verbindungsrohr 3 zugeschaltet. Die Drosselklappen 22, 23 des zweiten Bypassrohres 19 werden erst bei Vollast, ab einer Drehzahl von ca. 5700/min. geöffnet.Suck in air from the resonance canisters. This results in an approximately diagonal flow through the manifold, which continues in the respective suction pipes. From a speed of approx. 3500 rpm. is opened by opening the throttle valve 6 in the suction port 5 and the throttle valves 24, 25, the connecting pipe 3 is switched on. The throttle valves 22, 23 of the second bypass pipe 19 are only at full load, from a speed of about 5700 / min. opened.

Claims (7)

Y 67Y 67 PatentansprücheClaims Luftansauganlage einer Mehrzylinder-Brennkraftmaschine mit einem I-förmigen, zur Schwingaufladung abgestimmten Vertexlerstück aus zwei Resonanzbehältern und einem Verbindungsrohr, wobei von den Resonanzbehältern Einzelsaugrohre zu den Zylindern ausgehen und senkrecht in das Verbindungsrohr ein durch eine Drosselklappe steuerbarer Saugstutzen einmündet, dadurch gekennzeichnet, daß während des Betriebes der Brennkraftmaschine der die Resonanzbehälter (1, 2) verbindende Durchflußquerschnitt (Rohre 3, 18, 19) und/oder das Volumen der Luftansauganlage veränderbar ist.Air intake system of a multi-cylinder internal combustion engine with an I-shaped, tuned for vibration charging Vertex piece made of two resonance containers and a connecting pipe, individual suction pipes extending from the resonance tanks to the cylinders and perpendicularly into the connecting pipe a suction port controllable by a throttle flap opens, characterized in that during the operation of the internal combustion engine the flow cross-section connecting the resonance tanks (1, 2) (pipes 3, 18, 19) and / or the volume of the air intake system can be changed is. 2. Luftansauganlage nach Anspruch 1, dadurch gekennzeichnet, daß parallel zum Verbindungsrohr (3) ein oder mehrere, die Resonanzbehälter (1, 2) verbindende Bypassrohre (18, 19) verlegt sind, deren Luftdurchtritt durch Drosselklappen (21, 22, 23) steuerbar ist.2. Air intake system according to claim 1, characterized in that that one or more bypass pipes (18, 19) connecting the resonance tanks (1, 2) are laid parallel to the connecting pipe (3) are whose air passage can be controlled by throttle valves (21, 22, 23). 3. Luftansauganlage nach Anspruch 2, dadurch gekennzeichnet, daß mindestens eines der Bypassrohre im Querschnitt kleiner ist als das Verbindungsrohr (3).3. Air intake system according to claim 2, characterized in that at least one of the bypass pipes is smaller in cross section is than the connecting pipe (3). 4. Luftansauganlage nach Anspruch 2, dadurch gekennzeichnet, daß das eine Bypassrohr (18) einen durch eine Drosselklappe (21) steuerbaren Saugstutzen (20) aufweist, über den parallel zum Saugstutzen (5) des Verbindungsrohres (.3) Luft eintritt, daß ein zweites Bypassrohr (19) zwischen den Resonanzbehältern (1, 2) verlegt ist, und daß das Bypassrohr (19) und das Verbindungsrohr (3) durch Drosselklappen (22, 23) bzw. (24, 25) verschließbar sind.4. Air intake system according to claim 2, characterized in that that the one bypass pipe (18) has a suction port (20) controllable by a throttle valve (21), via the parallel to the suction nozzle (5) of the connecting pipe (.3) air enters that a second bypass pipe (19) between the resonance tanks (1, 2) is laid, and that the bypass pipe (19) and the connecting pipe (3) through throttle valves (22, 23) and (24, 25) are lockable. Y 67Y 67 5. Luftansauganlage nach Anspruch 4, dadurch gekennzeichnet, daß die Drosselklappen (22, 23, 24, 25) am Verbindungsrohr (3) und an dem Bypassrohr (19) jeweils an beiden Rohrseiten nahe den Einmündungsstellen in die Resonanzbehälter (1, 2) angeordnet sind.5. Air intake system according to claim 4, characterized in that the throttle valves (22, 23, 24, 25) on the connecting pipe (3) and on the bypass pipe (19) on both sides of the pipe are arranged near the points of confluence in the resonance containers (1, 2). 6. Luftansauganlage nach den Ansprüchen 4 und 5, dadurch gekennzeichnet, daß die Drosselklappen so eingestellt werden, daß im unteren Drehzahlbereich Luft lediglich über das eine Bypassrohr (18) den Resonanzbehältern (1, 2) zugeführt wird, daß im mittleren Drehzahlbereich das Verbindungsrohr (3), im oberen Drehzahlbereich auch das zweite Bypassrohr (19) jeweils durch öffnen der zugehörigen Drosselklappen zugeschaltet wird, wobei der resonanzwirksame Querschnitt und das Gesamtvolumen der Luftansauganlage verändert werden.6. Air intake system according to claims 4 and 5, characterized characterized in that the throttle valves are set so that in the lower speed range air only over the one Bypass pipe (18) is fed to the resonance tanks (1, 2) that in the middle speed range the connecting pipe (3), in the upper speed range also the second bypass pipe (19) in each case is switched on by opening the associated throttle valve, whereby the cross-section effective for resonance and the total volume the air intake system can be changed. 7. Luftansauganlage nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, daß jeder der beiden Resonanzbehälter (1, 2) etwa das gleiche Volumen hat wie das Verbindungsrohr (3) und das kleinere Bypassrohr (18) einschließlich ihrer Saugstutzen zusammen.7. Air intake system according to one of claims 1 to 6, characterized characterized in that each of the two resonance containers (1, 2) has approximately the same volume as the connecting pipe (3) and the smaller bypass pipe (18) including its suction nozzle together.
DE19843424433 1984-07-03 1984-07-03 AIR INTAKE SYSTEM OF A MULTI-CYLINDER INTERNAL COMBUSTION ENGINE Withdrawn DE3424433A1 (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
DE19843424433 DE3424433A1 (en) 1984-07-03 1984-07-03 AIR INTAKE SYSTEM OF A MULTI-CYLINDER INTERNAL COMBUSTION ENGINE
EP85106780A EP0167794B1 (en) 1984-07-03 1985-06-01 Air intake device for a multicylinder internal-combustion engine
DE8585106780T DE3564466D1 (en) 1984-07-03 1985-06-01 Air intake device for a multicylinder internal-combustion engine
US06/751,511 US4622926A (en) 1984-07-03 1985-07-03 Air intake system of a multi-cylinder internal combustion engine
JP60144877A JPH0830417B2 (en) 1984-07-03 1985-07-03 Intake device for multi-cylinder internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19843424433 DE3424433A1 (en) 1984-07-03 1984-07-03 AIR INTAKE SYSTEM OF A MULTI-CYLINDER INTERNAL COMBUSTION ENGINE

Publications (1)

Publication Number Publication Date
DE3424433A1 true DE3424433A1 (en) 1986-01-09

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Family Applications (2)

Application Number Title Priority Date Filing Date
DE19843424433 Withdrawn DE3424433A1 (en) 1984-07-03 1984-07-03 AIR INTAKE SYSTEM OF A MULTI-CYLINDER INTERNAL COMBUSTION ENGINE
DE8585106780T Expired DE3564466D1 (en) 1984-07-03 1985-06-01 Air intake device for a multicylinder internal-combustion engine

Family Applications After (1)

Application Number Title Priority Date Filing Date
DE8585106780T Expired DE3564466D1 (en) 1984-07-03 1985-06-01 Air intake device for a multicylinder internal-combustion engine

Country Status (4)

Country Link
US (1) US4622926A (en)
EP (1) EP0167794B1 (en)
JP (1) JPH0830417B2 (en)
DE (2) DE3424433A1 (en)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3544122A1 (en) * 1985-12-13 1987-06-19 Bayerische Motoren Werke Ag MULTI-CYLINDER INTERNAL COMBUSTION ENGINE WITH INTAKE SYSTEM
DE3633929A1 (en) * 1986-10-04 1988-04-07 Porsche Ag Air intake system for a horizontally opposed or V-engine
US5063884A (en) * 1989-09-30 1991-11-12 Dr. Ing. H.C.F. Porsche Ag Air intake system of an internal-combustion engine
DE4315129A1 (en) * 1993-05-07 1994-11-17 Porsche Ag Air intake system of an internal combustion engine
EP0643205A1 (en) * 1993-09-09 1995-03-15 Dr.Ing.h.c. F. Porsche Aktiengesellschaft Air intake system for an internal combustion engine
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AT404161B (en) * 1989-10-16 1998-09-25 Avl Verbrennungskraft Messtech INTAKE SYSTEM FOR MULTI-CYLINDER PISTON COMBUSTION ENGINES
DE4315129A1 (en) * 1993-05-07 1994-11-17 Porsche Ag Air intake system of an internal combustion engine
US5406913A (en) * 1993-05-07 1995-04-18 Dr. Ing. H.C.F. Porsche Ag Air intake system of an internal-combustion engine
DE4315129C2 (en) * 1993-05-07 1999-01-28 Porsche Ag Air intake system of an internal combustion engine
EP0643205A1 (en) * 1993-09-09 1995-03-15 Dr.Ing.h.c. F. Porsche Aktiengesellschaft Air intake system for an internal combustion engine
US5490484A (en) * 1993-09-09 1996-02-13 Dr. Ing. H.C.F. Porsche Ag Air intake system of an internal-combustion engine
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EP1477646A3 (en) * 2003-05-13 2009-12-30 Dr. Ing. h.c. F. Porsche Aktiengesellschaft Air intake system for an internal combustion engine with at least two cylinder banks
DE102007034515A1 (en) 2007-07-24 2009-01-29 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Air suction system of a multi-cylinder internal combustion engine
DE102007034516A1 (en) 2007-07-24 2009-01-29 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Air suction plant for use in multi-cylindrical double-row internal-combustion engine of passenger car, has additional supply pipe that is used for directly supplying suction air to collecting chamber
DE102007034516B4 (en) * 2007-07-24 2020-02-20 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Air intake system of a multi-cylinder internal combustion engine
DE102007036483A1 (en) * 2007-08-01 2009-02-05 Mann + Hummel Gmbh Intake system for internal-combustion engine of motor vehicle, has auxiliary collectors assigned to tubes that are formed separate from channels, where air is supplied to auxiliary collectors independent of channels through tubes

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US4622926A (en) 1986-11-18
EP0167794B1 (en) 1988-08-17
EP0167794A1 (en) 1986-01-15
DE3564466D1 (en) 1988-09-22
JPS6119927A (en) 1986-01-28
JPH0830417B2 (en) 1996-03-27

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